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#21
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"Andrew Gideon" wrote in message
online.com... Ah, I'd not thought about it that way. It's not a comforting thought: that I could be above a ceiling and unable to return to full IFR. There's no regulatory requirement that would force a controller to let a VFR-on-top-er back into the system? Not as far as I know. But, it's not an issue of the controller "letting you back in the system". You ARE "in the system". You've just chosen to apply VFR rules to your IFR flight, in addition to the usual IFR rules. Also, remember that the previous concern was regarding when you fly way off your route using the "VFR on top" rules. I wouldn't say that's an advisable use of "VFR on top", for the very reason that it might be more difficult to get back on route. Now, all that said, just as I've never had any trouble asking for "VFR on top", I've also never had any trouble cancelling "VFR on top". I stay reasonably close to my originally filed route, or I plan my deviation so that I have a good nav signal back to my route, and acceptable terrain clearance. I suppose it's possible you could ask for "VFR on top" to a particular waypoint, giving ATC some prior notice of where you plan to return to conventional IFR flight. That might give you some reassurance that you wouldn't lose your status as a non-"VFR on top" flight. But honestly, I can't think of any reason ATC wouldn't cancel "VFR on top" for you. You never lose your status as an IFR flight, so it seems to me that the worst that could happen is that a) you remain responsible for your own off-airway navigation for some time (if you're out of radar coverage, for example) or b) ATC vectors you in an inconvenient way for a little while, as they work you back into their normal traffic flow. You still have a valid IFR clearance and are still "in the system". I didn't mean to scare anyone off of "VFR on top" by my comment. It was more along the lines of "I'm not aware of any regulatory requirement that ATC grant ANY request by a pilot". ATC won't grant a request that they cannot accomodate with respect to the other traffic, but otherwise they generally allow pretty much whatever you ask for. Pete |
#22
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"Ross Younger" wrote in message ... * Kai Glaesner : IIRC in the UK you have some sort of "poor-mans-IFR" (no pun intended ;-) called the "IMC" rating, giving you the right to fly under IMC without being "in-the-system". Yes, it relaxes certain rules from the basic PPL/CPL (minimum flight visibility and the requirement to remain in sight of the surface at all times), as well as allowing flight under IFR in class D and E airspace. (The basic PPL may fly IFR in class F/G; it's just that one must remain in flight conditions which are essentially VMC.) However, it doesn't change any of the rules about filing flight plans. Does that thing make it to JAR-FCL? It would be nice if it would be recognised... To be more precise the IMC rating allows the following:- 1. Valid in the UK (and Channel Islands): o In Classes F and G, to fly VFR in visibility less than 3km (down to 1500m, but 1800m for runway use) o In Classes D, E, F and G, to fly IFR down to zero visibility, providing the aircraft is 'legal' for it, in or out of sight of the surface. o For Controlled Airspace, (including Class A designated as a ConTRol Zone), to fly Special VFR down to 3km visibility. |
#23
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"Kai Glaesner" wrote in message
... Any estimates available what to spend on an IR (starting from a national PPL) in the UK? Here in germany they charge you around 13.000 EUR for that. Yes, about EUR 15,000 for a SEP-IR and about EUR 20,000 for an MEP-IR (55 hours training, not including the mandatory ground school). The problem is that while ICAO specifies 40 hours "instrument time", JAA-FCL specifies 55 hours instrument training by an approved training facility. I did mine 10 years ago under rules that allowed me to do just 28 hours (with credit for the IMC rating) in my own aircraft. Julian |
#24
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duniho wrote:
[...] Now, all that said, just as I've never had any trouble asking for "VFR on top", I've also never had any trouble cancelling "VFR on top". I stay reasonably close to my originally filed route, or I plan my deviation so that I have a good nav signal back to my route, and acceptable terrain clearance. [...] This has been confusing me since the thread a few weeks ago. I looked through several reference sources, and cannot find an explanation of the "vfr-on-top" IFR clearance that implies authorization to depart from the route one was earlier cleared via. Where may one find this? - FChE |
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